Railway-station indicator.



. c. w. GaoI-lIIING.

RAILWAY STATION INDICATOR.

APPLICATION FILED .IULY7. 1914.

Patented Sept 7, 1915.

3 SHEETS-SHEET vI.

A NUIT/IIE ys IIII lll Il IIIll TII IIII C. W. GROENING. H'AILWAY STATION INDICATOR. APPLICATIONA FILED JULY?. |914.

Patented Sept. 7., y1915.

A UUR/vm c. w.- GROENIIIIG;

RAILWAY sTAIIoIII INDICATOR. APPLICATION FILED JULY?. 19H- 1,152,725. l A Patentedsepf.,1915.

3 SHEETS-SHEET 3- CHARLES 'W'. GROENICOF NEW fYORK, N. Y.

RAILWAY-'STATION INDICATOR.

Specification of Letters Patent.

Patented sept; 7, 1915.

Application flied Iuiy 7, 1914. serial No. 849,408.

To all 'whom it may concern .Be it known that I, CHARLES WV. GROEN- ING, a citizen of thefUnited" States, and a resident of the city of New IYork, borough of.Brooklyn,in the county of Kings and State of New York, have invented a new and Improved Railway Station Indicator, of which the following is a full, clear, and eX- act description.

Among the principal objects which the present invention has in view are: to pro vide means forzdisplaying the names ofsuccessive stations, said means incorporating operating devices disposed in successive arrangement -to the stations of a railway system; to provide means'for adjusting the medium onwhich the names of'the stations are placed to .register with the structural pecul- ,iarities of the roadbed; to provide a'simple and eiiicient means for reversing the feed of an announcement ribbon with which the indicator is provided; to provide means for insuring the effective engagement o f the ribbon-shifting device andthe roadbeddevice; and to simplify the mechanism constituting the indicator.. y

Drawings.-Figure l is a. vertical cross section of a car body, showing an indicator' `broken and condensed.; Fig. 2 is a vertical section on an 'enlarged scale, taken on the line 2 2 in Fig. l; Fig. 3 is a vertical sec.- tionon an enlarged scale, taken on the line 3-3 in Fig. l; Fig. 4 is a detail view 'on an enlarged scale, showing the face of theindi cator as disposed in service; Fig. 5 isl a side vieiiT of the brake-liberating and. driving pulley-actuating mechanism, the view being taken from the position designated by the numeral 5 in Fig. 1; Fig. 6' is a detail view of the same, the view-being taken from the position designated by the numeral 6 in Fig. 1; Fig. 7 is a top plan view of a track-bed- -actuating device; Fig. 8 is a. detail View 1n perspective, showing the adjusting mech-anism with which the indicator is provided for reversely operating the indicatoninechamsm.

Description-ln the embodiment of the present vinvention shown in the. drawings, aA .ribbon 15 is employed. The ribbon 15 has imprinted thereon, at regular intervals, names or indications of the stations with which the railway is provided. The feeding mechanism for said ribbon is controlled to correspond with the location of the station `relative to the route of travel, and in relation to the terminals ofthe railway System or branch thereof. In the present embodiment, the differentiation in the extent of the feeding mechanism is directly affected by variations in length of yielding friction rails.

16, with which the roadbed is'- equipped. The length ofy each particular rail 16.is determined by the.location of the stationin relation to the length of the roadbed. To-

support each o'f the vrails 16, they are provided with plungers 17, which rest on springs 18 in uprights 19. The uprights 19 are preferably provided with wide flanges 20, by

vided witha friction pulley 24 guided. in

brackets 25 which are 'bolted or otherwise secured to the underv framing of the vehicle.

The brackets'25 are arranged in pairs, the members of each of which are spaced apart, and frmed each integral with a bolting ange 26. The'adjacent faces of the brackets 25 are grooved to hold lin guided relation the side bars of a .bearing yoke 27. The yoke 27 is adjustable vertically in the brackets 25, being to this end-provided with a tapped perforation to receive a suspension screw 28 which has a flat head 29 that rests with-in a chamber formed in a socket 'fixture 30, likewise bolted or rigidly secured to the under framing of the vehicle. The main purpose Vof ,the construction embodying-the yoke 27 and screw 28 is to adjust or regulate the working'position of the pulley 24. To facilitate the adjustment, the screw 28 is provided with, a wrench nut 31, between which and the top member of the yoke 27 a coiled from the side of the yoke 27. At the upper end of the 'shaft 36, abevel wheel 38 is slidably mounted, and is provided with a se't screw 39 .in the hub thereof to facilitate the setting of the wheel 38 in an adjusted position on the shaft 36. The yoke 27, shafts 33 and 36, and parts connected therewith. and mounted thereon are adjusted vertically in one and the same operation and by manipulating the nut 31. In this manner, the operative position of the pulley 24 with referl .ence to the rails 16 is adjusted to suit the structural conditions of the various vehicles to which the indicator is applied.

lhen the adjustment has been effected,y

the wheel 38 is moved into mesh with the bevel gear wheel 40, and the set screw 39 tightened to hold the wheel 33 in its operative relation. Thereafter, when the vehicle is moved over the roadbed, the'pulleys 24 on said vehicle will engage the rails 16, depressing the same sufliciently to cause the springs 18 to exert gripping pressure on said rails to rotate the pulley 24 while the same is passing over said rails.

To .prevent the rotation of the pulley 24 intermediate the stations `and the rails 16, a brake-shoe 41 is provided to grip in holdiiig relation each of the pulleys 24. For this purpose, the shoes are provided with a gooseneck rod 42, which is guided in a bearing formed in boxes 43, said boxes being permanently secured to the brackets 25, as seen best in Fig. 1 of the drawings. `At the lower end of each rod 42, a shoe 44 is mounted to engage and ride upward on the varil 7.ous rails 22. Tothis end, the shoes 44 are l to which the shoe 44 projects below the.

curved on the lower edge,. as best seen in Fig. 6 of the drawings, and the engaging end 45 of eachrail 22 is dipped to form an upward-riding cam surface.A

To maintain a gripping pressure of the brake-shoe 41 on the pulley 24, a spring 46 is provided. 'The spring 46 infolds the rod 42 to spread between the boxes 43 andthe suspension plate 47 to which the rod 42 is rigidly secured at the lower end thereof. The rod 42, conjointly with a vertical slot formed in the shoe 44, through which slot passes the shaft 33, guides said shoe in its movement when lifted by the rails 22.

In the normal arrangement of the pulleys l24 and the shoe 44 in each installation, the shoe 44 extends below the pulley 24, as seen best in Fig. 5 of the drawings. The extent pulley 24 determinesthe lift of ,the brakeshoe 41 from the pulley 24 prior to the engagement of said pulley with a rail 16. As will be seen best in Fig. 7 of the drawings, each of the ends45 on the rails 22 is advancedbeyond the 'engaging end of the rail 16, thereby affording the necessary time for the liftof the shoes 44 and, 41 to free the pulley 24.-- It .will also be noticed that the delivery ends of the rails 16 register with on the pulley 24 at the moment the pulley 24 leaves each rail 1.6.

The arrangement of the rails 16 and 22 shown in Figs. 1 and 7 of the drawings is that employed on what may be ytermed a single-track roadbed, or for tracks where the traffic is in both directions. Also, it will be understood that in equipping a roadbed, a rail 16 and its corresponding rail 22 are disposed on the roadbed adjacent to a-station, and preferably onthe leaving side thereof. In cases where the roadbed lis arranged for single trafic, it probably would be best arranged to have the single rail 16 and the double rails 22 at the station. In

the last-mentioned arrangement, it would need to be understood that the indicated station was the next succeeding station.` It will also be understood that as the gathering rollof the ribbon 15 is gradually increased, the length of the rails 16 is 'gradually decreased, thus compensating for the increased feed of the ribbon roll by the decreased extent of the driving mechanism therefor. In4

resting in radial slots in cups 55. A cup 55 i is provided on each of the short shafts having each a bevel gear wheel 56. Each of the shafts is also mounted in bearings formed ina partition 57 of an indicator case 69, asV

shown best in Fig. 1 of the drawings.

The spools 48 and 49 are held in operative relation, so that the pintle 53 and pin-.54

tio

thereof are maintained in the cups 55 by springs 58, which springs infold spindle Shanks with which the cups 52 are provided, said spindles being further furnished with flat heads 59, which heads move in cups 60. The spools 4S ,and 49 are driven alternately, selection depending on the engagement of the wheels 56 by one or other of the bevel gears 61 or 62; The shaft 63 on which said gears 61 and 62 are mounted is reversely rotated in correspondence with the feed of the spool 48 or 49, the feed of which is relatively reversed. The reversion referred to of 'the shaft 63 is incident to the engagement of a bevel gear wheel 64 by bevel gear wheels 65 or 66, as'the case may be. The gear wheels 65 and 66 are shifted relative tothe gear wheel 64 byk means of the shaft 63 on 67, wherein is disposed a spring 68, the function whereof islto normally move the shaft -63 toward the llower portion or bottom of sition, or aN position wherein both the Wheels and 66 are disengaged from the wheel 64. When the pointed end of the shaft 63 is supportedon the thicker portion of the block 70, the wheel 66 is operatively engaged with the wheel 64, as best shown in Figs. 1 and 3 disposed as torelease the wheel 64 from engagement with the wheels 65 and 66, either of the crankhan'dles 87 may be manipulated of the'drawings. When the block 70 is removed fromthe path of the shaft 63, and the end 72 thereof rests on the bottom of the case 69, the wheel 65 isengaged with the wheel 64.

To assist in shifting the block 70, said l block isniounted on angle rails 73, and` is provided with'a handle knob 74. To relieve the block of the weight of the shaft 63' and parts connected therewith during the operation of shifting said block, a lever yoke 75 is provided, which lever yoke is pivoted by means of a shaft 76 at the rear of the case 69. The' side bars of the yoke 75 are connected by a handle bridge 77. The side bars of thel yoke 75, when raised, engage a. wheel 78, to lift the shaft 63. The block 70 is shifted to alter the feed of the ribbon 15 usually at the end of lthe run of the vehicle which is equipped with the herein-described indicator. To do this, the operator opens the door 85, and, grasping the handle 77 of the yoke 75, raises the saine until it engages the wheel 78. A further lift of the yoke 7 5 releases the block 70, which may be then shifted tosuit the arrangement wished for. If the adjustment of the ribbon 15 is at this time that which is desired, the shift is from the thickened portion of the block 7 0 to the bottom of'the case 69, or,.vice versa. If, however, the ribbon 15 needs adjusting, for correction or to suit a change in purpose, the shaft 63 is allowed to restvon the thinner portion 71 of said block, when, the wheel 64 being disengaged, the shaft 63 and parts connected therewith may be revolved at will.

To shift' the spools 48 and 49 independently of the shaft 63, the bevel gear wheels 80 and 81 areprovided, said gearwheels be-.

ing in mesh with the wheels 56 connected withlthe spools 48 and 49, respectively: The shafts 82 and 83 upon which the wheels 80 and 81, respectively, are mounted are journaled in framing members 84 of the case 69, and extend between the partitions 57 and the adjacent side of said case. The partition 57 forms, with said case, a compartment 86, to which access is gained through a door 85.

When the door 85 is thrown back, crank handles 87 are exposed in position to be engaged by the operator.

to wind the spools 48 and 49, thus adjusting `the ribbon 15 thereon to altered ornew working conditions.

. The wheel 644 is driven in timed relation to the'wheel 38 through the wheel 40, a transmission shaft 88, miter wheels 89, a transmission shaft l90, miter wheels 91, and ashaft 92. If it is desired to reduce ythe speed of rotation between the shaft 33 and the spools 48 and 49, this may be readily accomplished by proportioning any of the Various wheels forming the transmission above traced. By so doing, the proportion-v ate amounts of travel of the ribbon 15 may be reduced or increased to suit various operating conditions. Under all conditions, the ribbon is shifted between stations, and preferably at a point adjacent thestation just passed. The name or index of the coming station will be shown through the view opening covered bv glass panels 93. The panels 93 are disposed at the inner end of inset passages 94. These passages open from the center of the case 69 in both directions,

and the ribbon 15 is provided with imprinted names or indexes of similar purport, on

both sides thereof, to be read through both passages'94 from either end of the vehicle when, as preferred, the case 69 is suspended from the roof of the vehicle by means of posts disposed midway of the vehicle. To guide the ribbon, rotatively-mounted rods 96 are disposed as shown, to hold av lsmall section of the ribbon in line with slotted-guide plates 97, as seen best in Fig..

1 of the drawings.

It will be understood that the ribbons 15 are. removably attached to the spools 48 and 49. It will also 'be understood that the ,spools may be removed from the case 69,

the operation needed for this purpose being to press e'ach of the spools backward, compressing the springs 58, until 'the pintles 53 pass out of engagement with the cups 55. The mounting of the pintles 51 in the cups 52 is sufficiently easy or free to permitv the spools to be swayed toone side so that the pintles 53 will avoid the cups 55 when of slightly project beyond the peripheryof said pulley to engage the teeth of rack sections 99, with which vthe rails 16 are provided, as best seen in Fig, 7 of the drawings. The rack sections 99 are disposed on the opposite edges of said rails, and are set back from the entrance end thereof to permit the rails 16 to start the pulley rolling,

if frictional grip of the rails is sufi'icient for that purpose. Should, however, the grip be insuicient to start said pulley rolling, the

teeth of the wheel 98 engaging the teeth of they rack section 99 will insure the rotation of said pulley.

Claims:

1. A railway station indicator, comprising a movable index having display members `serially. arranged; means for lsuccessively .exposing said members, embodying an actu-,

ating device disposed adjacent the ioadbed;

.a movable index having the names of stations serially arranged; an operating mechand a plurality oi operating devices serially 15, mounted on the roadbed for operatively engaging said actuating device, said operating devices being graduated to operate in correspondence with the serial arrangementv threef.

2. A railway station indicator, comprising fanis'm' for successively exposing said names, Said mechanism embodying a rotary mem* ber disposed adjacent the roadbed; a plu 303,11 the path of said rotary member; a brake for said rotary member; means for autol matically setting said brake to hold 'said rotary member; and means mounted upon the roadbed for releasing said brake prior to the'engagement of said rotary member with said rails.

3. A railway station indicator, comprising a movable index having the names of sta- 'tions serially arranged; and operating-mechanism for successively exposing said name, said mechanism embodying a rotary member-disposed adjacent the roadbed; a plurality of operating rails for engaging said rotary member for relatively short periods, in correspondence with the time requirement for exposing said names; resilient supports for said rails to maintain the same normally in the path of said rotary member; a brake for said rotary member; means for automatically setting said brake to hold said rotary member; and a plurality of .releasing rails disposed intermediate the stations of a railway system.

In testimony whereof I have signed my name to this specification in the presence of tivo subscribing Witnesses. y

CHARLES l/V. GROENING.

Witnesses:

E. F. MURDOGK, PH'ILIP D.l ROLLHAUS. 

